Railway.



No. 819,839. PATENTED MAY 8, 1906 W. H. ARNOLD & H. SMITH.

RAILWAY.

APPLICATION FILED JUNE 29, 1905.

2 SHEETS-SHEET 1 No. 819,839. PATENTED MAY 8, 1906.

W. H. ARNOLD & H. SMITH.

RAILWAY.

APPLICATION FILED JUNE 29, 1905.

2 SHEETSSHEET 2 ANDREW s. (,Ranm ca. wmu-umaam E-u wasmmm u c 'ings.

UNITED STATES P i TENT orrion.

RAILWAY.

Specification of Letters Patent.

Patented May 8, 1906.

Apnlication filed June 29,1905. Serial No. 267,625.

To all It'll/07771 it may concern:

Be it known that we, WVILLIAM H. ARNOLD and HENRY SMITH, citizens of the United States, residing at Thomasville, in the county of Thomas and State of Georgia, have invented certain new and useful Improvements in Railways; and we do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention relates to improvements in railway-tracks, and more particularly to the combined rail-guard and support for the conduit of telegraph-wires and other electrical conductors.

The object of the invention is to provide a device of this character which will be simple in construction, durable in use, and well adapted for the purpose intended.

With the above and other objects in View the invention consists of certain novel features of construction, combination, and arrangements of parts, as will be more fully described, and particularly pointed out in the appended claims.

In the accompanying drawings, Figure 1 is a plan view of a portion of a railway-track constructed in accordance with our invention. Fig. 2 is a side-elevation of the same. Figs. 3 and 4 are vertical transverse sectional views taken, respectively, on the lines 3 3 and 4 4 of Fig. 1. Fig. 5 is a detail horizontal sectional view taken on the line 5 5 in Fig. 2, and Fig. 6 is a perspective view of one of the U-shaped fastening-bolts for the combined guard and support.

Referring to the drawings by numerals, 1 denotes a series of cross-ties having spiked or otherwise secured thereon, as shown at 2, a series of baseplates 3, upon each of which is formed an integral track-rail section 4 and an integral guard-rail section 5. The guardrails 5 extend parallel with the track-rails and are disposed upon the outer sides of the same, as clearly shown in Fig. 1 of the draw- The abutting ends of the base-plates 3 are cut away, as shown at 6, so that the track rails and guard-rails overlap each other and break joints. The abutting or adjoining ends of each two base-plates are fastened together by a locking-bar 7, which is adapted to pre vent lateral movement or disalinement of said base-plates. These locking-bars 7 have dovetailed portions 8 at one end, which fit into similar shaped grooves or recesses in one of the base-plates, and the opposite ends of said bars are retained in recesses or grooves 9, formed in the abutting ends of the adjacent base-plates by means of fastening-pins 10.

The track-rail sections 4 are connected at their abutting ends by locking bars or plates 11, which are inserted in recesses formed in the tread in the rails. These bars 11 also have dovetail portions at one of their ends to fit into similar shaped recesses in the trackrails, and the opposite ends of said bars 1 1 are retained in recesses 13 in the abutting ends of adjacent track-rails by locking pins or bolts 14. The abutting ends of the guard-rail sections 5 are connected by substantially U- shaped fastening-bolts 15, one of which is clearly shown in Fig. 6 of the drawings. These U-shaped bolts have their arms 16 eX- tending through apertures formed in the guard-rails, and upon the connected ends of said arms are formed curved or semicircularshaped heads 17, which are adapted to enter recesses 18, formed in the inner faces of the said guard-rails.

The outer screw-threaded ends of the arms 16 are passed through apertures in a connecting-bar which is clamped upon the outer faces of the guard-rails by nuts 19, which are screwed upon said threaded ends, as clearly shown in Fig. 5 of the drawings. The outer faces of the guard-rails 5 adjacent to the base-plates 3 are formed with longitudinallyextending grooves or channels 19 to receive a pipe or the like 20, which forms a conduit for telegraph-wires or other electrical conductors. These pipes or conduits 20 are retained in the channels 19' by clampingplates 21, which are secured upon the outer faces of the guard-rails, as shown in Fig. 2 of the drawings. These clamping-plates are seated in vertically disposed recesses 22, formed in the guard-rails, and have their lower ends projecting into recesses 23, formed in the base-plates. The upper ends of said locking-plates have projecting portions 24, which enter recesses in the top of the guardrails in alinement with the recesses 22. Said locking-plates 21 are retained in said recesses by clamping-bolts 26, which are passed through the same and through the guard-rail 5, asshown.

The construction, use, and advantages of the invention will be readily understood from the foregoing description, taken in con nection with the accompanying drawings. It will be seen that should a car leave the trackrails it will be caught by one of the guard-rails, so that the danger of wrecks will be materially reduced. It will also be seen that by providing the pipe or conduit 20 along the guard-rail 5 telegraph-wires and the like may be passed therethrough and will be Well protected, thereby dispensing with. the use of telegraph-poles or other supports for hanging the wires.

Various chan es in the form, proportion, and minor detai s of construction may be resorted to Without departin from the spirit or sacrificing any of the a vantages of this invention.

Having thus fully described our invention, What we claim as new, and desire to secure by Letters Patent, is

1. A railway-track comprising a series of base-plates adapted to be spiked or otherwise secured to cross-ties, track-rail sections formed integrally upon the tops of said base plates, guard-rail sections formed integrally upon the tops of said base-plates and extending parallel'with said track-rail sections, said base-plates having their abutting ends cut away so that said track-rail sections and guard-rail sections overlap each other and break oints, substantially as described.

2. A railway-track comprising a series of base-plates adapted to be secured upon crossties, track-rail sections formed integrally upon said base-plates, guard-rail sections formed integrally upon said base-plates and extending parallel'with said track-rail sections, locking-bars connecting said baseplates, locking-bars connecting said trackrail sections, and substantially U-shaped bolts connecting the abutting ends of the guard rail sections, substantially as described.

3. A railway-track comprisin a series of base-plates adapted to be secure upon crossties, track-rail sections formed lntegrally upon said base-plates, guard-rail sections formed integrally upon'said base-plates and eXtendin parallel With said track-rail sections, loc 'ng-bars connecting said track-rail sections, and substantially U-shaped bolts connecting the abutting ends of the guardrail sections, a pipe or tubular conduit extending through longitudinal grooves or channels formed in said guard-rail sections, and clamping-plates for securing said conduits in said channels, substantially as described.

4. The combination of a base-plate formed upon its upper side with an integral trackrail section, and an integral guard-rail section extending parallel with said track-rail section, said guard-rail section being formed with a longitudinally-extending channel, a pipe or tubular conduit in said channel, and a clamping-plate upon said guard-rail for securing said conduit in said channel, substantially as described.

In testimony whereof we have hereunto set our hands in presence of two subscribing witnesses.

WILLIAM H. ARNOLD. HENRY SMITH.

Witnesses:

C. S. PARKER, E. M. MALLETTE. 

